Crossing-signal for railways.



Patented Oct. 0.1901.

' F. MGBRIEN.

CROSSING SIGNAL FUR RAILWAYS (Application filed Apr. 19, 1901 (No Model.

1 Noam: amen: 00.. mm'aufno. wmms'rou n c UNITED STATES PATENT OFFICE.

FRANK MOBRIEN, OF NEWARK, NEW JERSEY, ASSIGNOR TO THE UNION SWITCH AND SIGNAL COMPANY, OF SWISSVALE, PENNSYLVANIA;

CROSSING-SIGNAL FOR RAILWAYS'.

SPECIFICATION forming part of Letters Patent No. 683,783, dated. October '1, 190i. Application filed April 19, 1901. Serial No. 56,599. (No model.)

To all whom it may concern:

Be itknown that I, FRANK MOBRIEN, a citizen of the United States, residing at Newark, in the county of Essex and State of New Jersey, have invented or discovered certain new and useful Improvements in Crossing-Signals for Railways, of which improvements the following is a specification.

This invention relates to signals for railway-crossings, its object being to sound an audible alarm at or near the crossing on the approach of a train from either direction.

In carrying out the invention I provide an audible alarm-signal which may be an electromechanical gong or a simple electricallyoperated bell of suflicient volume to suit the purpose and provide forsuch a signal device an electric controlling-circuit which includes the rails of the track at either side of the crossing and a series of relays, one for each side of the crossing, controlled by the approach of a train, and a third controlled by an insu-- lated section of track immediately at or closely adjacent to the crossing, whose function is to open the alarm-circuit when the train reaches the crossing and maintain this status until the train has passed out of the alarm district.

My invention resides in the arrangement of the controlling-relays and other circuit connections for accomplishing the results just stated.

In the accompanying drawing, which illustrates the invention, A represents a point on the railroad at or near a road-crossing which it is desirable to protect with an audible signal to announce the approach of trains and protect traific along the roadway. I place in the neighborhood of the road-bed and extend on each side of the same a series of insulated rail-sections 1 2 3. The track-section to the left of the roadway is normally charged by a track-battery 4, the two poles of which are electrically connected with opposite rails. The track-section to the right of the signal is similarly charged by another track-battery a. Connected to the end rails of these two track-sections are two neutral relays 5 and 6, which are therefore normally charged with current, but become denergized when the rails are bridged by a wheel and axle of the approaching train by reason of the short circircuit at points 7 and 8.

cuit afforded by said wheel and axle. These relays control a plurality of contacts through their armature, one of which for each relay determines the closing of the signal or gong This circuit includes a circuit-closer 9, controlled bya third relay 10, normally denergized, but adapted to be cut into circuit when a wheel of the train reaches the insulated rail-section 2, as shown. Each of the relays 5 and 6 has an auxiliary contact 11 12, by which a short circuit is normally completed around the relay l0, insuring a proper position of its armature to permit a closure of the alarm circuit when a train enters the guarded region. Each relay 5 and 6 controls a third contact 13 14:, by which the alarm will be actuated in case a second train follows before a preceding one has left the protected region, these contacts being in series relation to the alarm-circuit,as shown, and adapted to close said alarm-circuit independently of the armature of relay 10. The circuit of the relay 10 is normally open at the rails, its circuit including a battery 15. The relay is provided with two contacts on its armature, one of which, 16, is adapted to complete the relay-circuit independent of the rails when said relay is energized, and the other contact 9 is connected with one side of the signal-circuit and also in parallel with the pivotal points of the circuit-closers of relays 5 and 6,which control the contacts 7and 8. The contacts 11 and 12 are connected together by a conductor on one side of the breaks, the other side being connected with the two terminals of the coils of relay 10. A train approaching the crossing-say from the left-and moving in the direction of the arrow bridges the rails, short-circuits the relay 5, causingits armature to drop, thereby closing the signal-circuit by way of battery 17, bell 18, conductors 19 and 20, contact 7, contact 9, back to the other terminal of battery 17. The bell 18 continues to ring until the train reaches insulated rail 2, when the circuit of relay 10 is made, lifting its armature and opening the bell-circuit at the contact-joint 9, thereby causing a cessation of the alarm. Simultaneously the contact at 16 is closed, thereby causing the relay 10 to maintain its own circuit, which will keep the alarm-circuit open and prevent the bell ringing until the train passes completely out of the section 3, when both relays 5 and 6 will be energized thus completing the short circuit of relay 10 by way of conductor 21 and the contact-points 11 12, insuringits denergization and a restoration of all circuits to their normal condition. The approach of a train from the right would cause the coil 6 to be shortcircuited, causing the alarm-circuit to be made at 8 through the contact-points at 9 of the relay 10. In case a second train should enter the alarm district before another has passed out both relays 5 and 6 would of course be deenergized, thus closing the alarmcircuit through contacts 13 14.

Having thus described my invention, what I claim as new, and desire to secure by Letters Patent, is-

1. An alarm system for a railway-crossing comprising an electrically-controlled signal at or near the crossing, a magnetic controlling device for said signal corresponding to each direction of travel actuated at determinate distances at either side of the signal, a circuit-controller to interrupt the signal-circuit when the train reaches the crossing and an auxiliary circuit common to both magnetic controlling devices for completing the signal circuit irrespective of the crossingcontroller during the presence of two trains within the protected region on opposite sides of the crossing.

2. An alarm system for a railway comprising an electrically-controlled signal at or near the point to be protected, a magnetic controlling device for each direction of travel operated by the train at determinate distances on either side of the signal, a magnetically operated circuit -breaker in both controlling-circuits, the controlling magnet of which is closed by the arrival of a train at or near the signal, means for holding completed the circuit of the controlling-magnet independent of the train after the same has been actuated, and a short circuit for the said magnet-coils completed when the train leaves the protected region.

' 3. An alarm system comprising an electrically-controlled signal at or near the point to be protected, two controllingrelays, a track-circuit extending determinate distances from the signal in each direction, each relay controlling a normally open break in the alarm-circuit, a third relay controlling a normally closed break in the alarm-circuit, said third relay being in a circuit including an insulated rail at or near the signal, means for preserving the magnetism of the third re lay when actuated and for short-circuitingit .when the train leaves the protected region.

4. An alarm system comprising an electric= ally-controlled signal at or near the point to be protected, two controlling=relays in track circuits extending determinate dis tances from the signal in each direction, each relay-armature being provided with two contact devices in normally open breaks of the alarm-circuit, one of which for each relay is in series with a normally closed break controlled by a third relay, whose circuit includes a track-contact at or near the signal, and the other of which for the two relays is in series with the alarm-circuit and means for preserving closed the circuit of the third relay after the train passes the signal until it .passes from the protected district.

In testimony whereof I have hereunto set my hand.

FRANK MOBRIEN. Witnesses:

ALBERT I. SCHWARTZ, THOMAS C. DENNING. 

